Automatic train-stop system.



' J. CANNON.

AUTOMATIC TRAIN STOP SYSTEM.

APPLICATION mzo ocr. l. 1915. LQLQEo Patented Apr. 10, 1917.

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' J. CANNON.

AUTOMATIC TRAIN STOP SYSTEM.

APPLICATION FILED 0CT.1,I9T5.

Patented Apr. 10, 1917. 3 SHEET$SHEET-2.

m W M iii era e rear prion J ERONIMO CANNON, OF

NASHVILLE, TENNESSEE, ASSIGNOR OF ONE-HALF T0 BARNEY LEVITAN, OF NASHVILLE, TENNESSEE.

AUTOMATIC TRAIN-STOP SYSTEM.

Specification of Letters Patent.

Patented Apr. M), 1917.

To all whom it may concern:

Be it known that I, JERON MO CANNON, a citizen of the United States, residing at Nashville, in the county of Davidson and State of Tennessee, have invented certain new and useful Improvements in Automatic Train-Stop Systems, of which the following is a specification, reference being had to the accompanying drawings.

This invention relates to means for preventing collisions between railway cars, and particularly to that class of automatic train stop devices in which train pipe pressure is vented in order to apply the air brakes to the car or train, this venting of the pressure in the train line taking place automatically when two cars or two trains are on the same block.

The primary object of my invention is the provision of an automatic train stop mechanism which will prevent head on col-- lisions between trains running in opposite directions on the same track, or prevent collisions between trains running in the same direction on the same track when these trains happen to arrive on the same block,

A further object of the invention is the provision of means whereby electric current may be conveyed from one train to another train on the same block whereby to actuate the brake mechanism on the second-named train, the circuit through the source of energy carried on the first-named train being completed by the arrival of the second named train on the same block.

Another object is to provide very simple mechanism for latching the vent valve in closed position and toprovide very simple electrical mechanism for releasing this vent valve so that it may open to vent the train pressure.

A further object of the invention is the provision of trolleys adapted to be mounted in connection with the railway car, which will engage with conductors disposed beside the track, these trolleys being adjustable so that they may be turned out of position and being mounted so that they will follow and ride along the conductors.

A further object of the invention is to so construct my train stop system that it may be readily applied to prevent trains from running past semaphore signals when the latter are set against the train, and further to so construct the system that it may be used to prevent a train from running through an open switch.

Still another object of the invention is to provide a system which may be applied to cases in which tracks cross each other and provide a system which, in this last case, may be arranged to stop the passage of trains on these intersecting tracks at the point of intersection.

Other objects will appear in the course of the following description.

My invention is illustrated in the accompanying drawings, wherein Figure l is a diagrammatic view of a section of track having my improved car stop system applied thereto, the cars being shown diagrammatically Fig. 2 is a like view to Fig. 1, but showing the application of my system to the stoppage of cars approaching an open switch;

Fig. 3 is a like view to Fig. 2, showing my system applied to the stoppage of cars upon the setting of a semaphore signal to danger;

Fig. l is a face view of the box or casing within which my mechanism is mounted, the parts being shown in the position taken when the vent, valve is open;

Fig. 5 is a section of the boX or casing on line 5 5 of Fig. 4 showing the latch mechanism in elevation;

Fig. 6 is a section on line 66 of Fig. 4: looking toward the magnets 35, the casing being in section;

Fig. 7 is a detail view showing the manner in which the latch engages with the member 15;

Fig. 8 is a detail perspective view show ing the end of the latch and of the member 15;

Fig. 9 is an end elevation of a railroad car to show the manner in which the trolleys are mounted;

Fig. 10 is a side elevation of a train of two posed.the'conductors 2 and-2.

cars to show the relative positions of the trolleys normally used and the trolleys on the rear end of the rearmost car used when the train is standing still, the figure showing in dotted lines the difierent positions of the trolleys;

' Fig. 11 is a plan View of the manner of wiring intersecting tracks.

I will first consider the track wiring which is best illustrated in Fig. 1. Referring to this figure, ac designates the rails of a single track. On oneside of this track there is dis- These con ductors extend parallel to each other and at a suitable distance above the ground and e are insulated from the ground in any suitable manner. Each pair of these conductors V 2 2.11612 is preferably about five thousand feet long and may be made shorter or longer as the systems and the speed of trains de- .mand. In the figure these conductors are "shown as relatively short for an obvious 7 reason." The ends of these conductors 2 and ductors 2 and '2 but are preferably dis-' posed in staggered relation to the conductors 2 and 2 so that the conductors 3 and 3 terminate midway between the ends of the conductors 2 and 2*. Thus the conductors on one side of 'the'track overlap the conductors on the opposite side of the track. Except i for the arrangement of the conductors above described andas will be hereafter stated, this' is all of the track system of wiring. Normally these conductors are not electrified and therefore are not a source of danger.

' It is to be understood that while I will v the cars ofwhich are equipped with the de describe a car operating in connection with my system, yet the description applicable to a car,'1s also applicable to atra n, one of vices now tobe described. v

a Mounted'on'each car, preferablyfin the -ca'b of a locomotive or on the box of the motorman or in any other suitable and convenient position, is a casing designated 1, in

which is disposed the mechanism whereby the automatic stoppage of the train is'secured as shown in Figs. 4 to 6. Disposed within each box is an electromagnet 5,1the free end'of whose armature 6 is'pivotally connected. to a link 7 in turn connected to the I upper end of a pivoted arm 8. This arm is pivoted intermediate itsencls' and the lower end is pivotally connected to a latch 9. lhis latch, as illustrated in Fig. 5, is formed with a relatively small neck 10 and an enlarged head 11. Rotatably mounted within the box is a disk 12 which is urged in the direction of the arrow in Fig. 1, by means of the spring 13,'this spring being connected to a wrist pin 1-1 mounted upon the disk 12 and at its other end connected in any suitable mannerto a fixed support.

Pivotally connected to the wrist pin 14; is a rod 15 whose end is angularly bent. as at 16, to form a foot, this foot being slotted, as at 17; and formed upon its under face with a recess of such shape as to receive the enlarged head 11 of the latch 9. Pivotally mounted upon a wrist pin 18 projecting from the disk, is a rod 19 which extends out through a slot in the casing and is operatively connected to an arm 20 in turn connected to a vent valve 21 mounted in the.

vent pipe 22. This pipe is connected to the air brake system in a manner which will be later stated. It will now be obvious that upon an energizing of the magnet 5 the armature 6 will be drawn toward the magnet and this will urge the latch 9 outward away from the magnet, and if this latch is connected to the rod 15 the foot of this red will also be urged away from the magnet 5 and engaged with the keeper 23, which keeper is mounted upon the side of the box and is in the form of a U-shaped strap of such size as to receive the head 16 on the arm 1:"). (See Fig. 5.) So long as the magnet 5 is energized the latch 9 will hold the member 15 into latching engagement with the keeper 23. As soon, however, as the magnet 5 is deenergized the resilience of the armature 6 Will cause it to movovaway from the electromagnet 5, thus drawing upon the latch 9 and this in turn will draw the head 16 out of engagement with the keeper 23, whereupon the spring 13 will cause the rotation of the disk 12 in the direction of the arrow in Fig. at, the head 16 releasing itself from its engagement with the end of the latch 9. The rotation of the disk 12 under the action of the spring 13 will act to open the valve 21 and allow the pressure within the pipe 22 to be vented through the opening in the valve, thus stopping the train.

The coils of the magnet 5 are connected by means of the members 2 1 and 25 to binding posts 26 and 27, from which extend wires 28 and 29 to the opposite poles of the battery 30 'or other'source of electric current. WVires 31 and 32 are also connected to these wires 28 and 29 and extend to shoes or trolleys 33 and 34: which rid-e upon and have electrical engagement with the conductors2 and 2. It will thus be seen that part of the battery current or current from any other sourceof current on the car or train passes through the eleetromagnets and also passes by way of the shoes or trolleys 33 and 34 to the conductors 2 and 2 provided the circuit through these conductors is closed as by another car.

The magnet 5 is normally energized, as previously stated, and for the purpose of de'energizing this magnet 5 when two cars arrive upon the same block, ll provide within the casing 4 the elecromagnets 35. These electromagnets control an armature 36 resiliently held away from the poles of the magnets and this armature in turn carries upon it and movable with it a circuit closing element adapted to close the circuit through the members 24 and 25, and thus short circuits the magnets 5. As illustrated, the armature 36 carries upon it the outwardly projecting stud 37 carrying the cross arm 38, this cross arm being of conductive material. It will be noted from Fig. 4 that the conductors 24 and 25 extend from the binding screws 26 and 27 in an outward bow, and that the cross bar 38 is disposed within the bowed portions of these conductors. It will thus be seen that when the magnets 35 are energized the armature will be drawn over to the right in Fig. 6 and this will draw the cross bar 38 in contact with the conductors 24 and 25 and that thus the circuit will be completed through these conductors 24 and 25 and through the cross bar, cutting out the magnet 5 and de'e'nergizing this magnet.

Electrically connected to the magnet coils 35 are the wires 39 and 40 which extend out through the casing 4 and are electrically engaged with the trolleys or shoes 41 and 42 which travel over and have electrical engagement with the conductors 3 and 3. It will thus be seen that if there is electrical current in the conductors 3 and 3 then when the trolleys or shoes 41 and 42 engage these conductors, a circuit will be completed through the wires 39 and 40 to the magnet energizing this magnet. When this magnet is energized it will draw the armature to the right in Fig. 6 and short circuit the wires 24 and 25, thus cutting out the ma gnct 5, dei nergizing this magnet and causing the train pipe pressure to be vented in the manner previously described.

It will be obvious now that when two cars are in the position shown in Fig. 1, one of these cars will be in a closed circuit with the other car, and that the current from the bat tery on the first named car will be transmitted through the conductors 2 and 2 to energize the switch magnet on second named car. and that therefore this car will be automatically stopped while the other car will advance until such time as the trolleys or shoes 41 and 42 of first named car engage with or short circuit the conductors 3 ant 3 with which the trolleys 33 and 34 are engaged. Vi hen this occurs both cars will be in the same block and both cars will be stopped automatically until the engineers of the cars reset the apparatus each on his own particular car.

Immediately upon the energizing of the magnet 35 and the deenergizing of the magnet 5 with the consequent release of the member 15 from the keeper 23, the rotation of the disk 12 under the action of the spring 13 will carry a contact member or switch 43, into engagement with the wires 39 and 40, closing the circuit across said wires, immediately short circuiting the magnet 5 on the opposite train. As soon as the disk 12 has been rotated to close the vent valve and remove the member 15 from the keeper 23, the contact 43 will be taken out of its electrical engagement with the wires 39 and 40, and if the other train is still upon the same block the magnet 35 will be again energized, and it is thus impossible for the engineer to holdthe vent valve closed while another train remains on the same block unless the parts are premeditatedly disconnected, or by means of a valve 21 later described. It will be seen that by this arrangement two trains cannot come within five thousand feet of each other without one of the trains being stopped, and that two trains cannot come within twenty-five hundred feet of each other without both of the trains being stopped. It is, however, obvious, as before stated, that the length of the conductors 2 and 2 and 3 and 3 might be increased where trains are running at great speed, so, for instance, that they would be both stopped when they arrived within a mile of each other and one would be stopped it the trains were within two miles of each other, or the blocks might be made relatively short it the speed of the cars was such as not to require a stoppage of the trains at such a distance from each other.

It will be noted from Fig. 4 that the vent pipe 22 is connected to the train pipe of the ordinary air brake system by means of an elbow and that disposed in the pipe 22 between the valve 21 and the train pipe, is a valve 21 This valve is normally open but,

may be closed in order to release the brakes while two trains are on the same block. It will be obvious that the valve 21 when closed cuts 01f the vent valve and thus it does not matter whether this valve is open or not because the brakes will be released. This second valve is to be closed by the engineer whenever the train pipe has been automatically vented. It will have to be closed in order to release the brakes when another train is on the same circuit. It should be placed at a point which will be easily reached by the engineer.

&

In' orderto prevent rear end collisions, I

' provide trolleys 44 and 44 mounted upon the rear car of the train and engaging with the conductors 2 and 2 and 3 and 3 These "trolleys may be mounted in any suitable manner as for instance, in the manner in which the trolleys are mounted as lllustrated in Fig. 9, and are normally raised, but when the trolleys 41 and 42 and 33 and 34 are raised upon the stoppage of a train, the rear trolleys are depressed into engagement with the conductors 2 and 2 and 3 and 8 and short circuit these conductors, and thereby de'e'nergize the magnet 5 on a car C, (see Fig. 1) if the car B be upon the same block. Itwill be understood that the front and rear trolleys are not to be used at the same time. p The rear end trolley is intended only as an emergency precaution and when down the front trolley must be up, and vice versa.

Not only may my invention be applied to the automatic stoppage of two trains arriving on the same block, but the principle of the invention may also be applied to the stoppage of trains when a block signal or members are separated or open. When, I however, the semaphore arm moves up to danger position, the rear end of the arm will engage with one of the contact members 47 and force it into electrical engagement with the contact member 48, thus closing the circuit through the wires 50 which are connected with the wires 2 and 2. It will be obvious that the closing of circuit through the wires 2 and 2 Will short circuit the magnet 5 on the car and applying the brakes in the manner heretofore described. 7

It is obvious that the same construction may be applied as a means for stopping a train entering or moving toward an open switch. In Fig. 2, 51 designates the rails of the main line and 52 designates switch points. These are operatively connected to 7 an electric switch 53 so that the electric switch will move with the switch points. This-switch 53 is connected with a wire 54 leading to the conductor 3 and coacts with a" contact member55, in turn connected to the conductor 3. When the switch is set for the main line as illustrated in- Fig. 2, the cir- 7' cuit through the wires 54 is broken.

'The trolleys 41 and 42 and 33 and 34 are mounted so that they are adjustable either 'intofengagement with the respective con- 7 ductors12 and 2 and 3 and 3 or out of such position. Anysuitable mechanism may be 1' 7. usedfor this purpose, but as I have illustrated in Fig. 9, these trolleys are mounted upon a transverse shaft 56, which is operated by compressed air. The shaft is connected to a piston 57 operating in a cylinder 58, there being a suitable inlet pipe to allow the admission of compressed air to raise the piston and any suitable means for lowering the piston. I have not considered it necessary to go into detail as to this construction as these details will be obvious to any engineer acquainted with compressed air work.

It will be obvious that the principles of my invention may be applied particularly to trains at crossings where one track intersects another track, and that, as shown in Fig. 11, the automatic train stop mechanism will positively stop four different trains approaching the same crossing. In Fig. 11 I show a diagram of such an intersecting track. a designates the rails of one track, I) the rails of the other track, 2 and 2 and 3 and 3 designating the conductors for the tracks and l the blocks of the insulating material upon which the conductors are supported and which insulates the conductors of one block from the conductors of the adjacent block. The insulating blocks 1 should be disposed all at an equal distance from the intersection of the two tracks and the signal conductors of the tracks (la are to be electrically connected to the like wires of the signal conductors of the conductor 6?), so that a train coming in one direction on the rails am will signal its approach to stop a train approaching and crossing on the rails b?) in the same manner as heretofore described for trains approaching on the same line of tracks.

It will of course be understood that at the intersection. of the tracks, the conductors 2 and 2 and 3Vand 3 are depressed between the tracks as shown in dotted lines.

The automatic train stop above described will prevent head on collisions between trains running in opposite directions on the same track, and the use of adjustable trolleys permits the suspension of service when a train reaches a section of track not equipped for the same. Furthermore, as above shown, my train stop system will prevent trains running into open switches, or may be used for preventing the running of trains past block signals or semaphores. The maintenance of the system costs practically nothing and the cost of the construction is relatively small. There is no danger from exposed wire circuits as the conductors are not energized unless a train is electrically engaged with the conductors, and even then the voltage will be too light to do much damage, thisvoltage depending upon whether the current is taken from the source of current for the head light or from storage batgine. Thesystem is applicable for use with cars driven by steam, electricity or any other source of power, and is obviously also applicable for use with street car systems. It may be employed wherever air brakes are or can be used and to prevent collisions between trains moving on the same track or on different tracks at or near crossings. It will automatically stop and prevent collisions between trains approaching a stalled train from both directions, and may be applied to cases where tracks cross so that trains approaching from opposite directions on both tracks may be stopped and all possibility of rear end collisions with these stalled trains be prevented.

While I have illustrated the details of my construction which I believe to be most efiective, I wish it, of course, understood that many changes might be made in these details and in the application of the principle without departing from the spirit of my invention.

While in the specification and in the claims 1 have used the term vehicle as if all of the apparatus was mounted upon a single vehicle, it is to be understood that by the term vehicle I intend to include a train having any number of cars with the apparatus mounted upon one or more of the cars as I may deem best or as is found most practical in the operation of the invention. It will further be understood that the trolleys 44. and 4:4? while preferably mounted upon the rear car of the train, they are also mounted upon the rear end of a single car or vehicle or upon any other portion of the train than the rear.

Having described my invention, what I claim is:

1. In an automatic train stop system, thecombination with a track having two pairs of conductors extending alongside thereof and insulated from each other and the ground, of a car traveling over the track having thereon a source of electrical energy, an air brake system on the car including a vent valve, means urging the vent valve to an open position, a latch mechanism holding the vent valve closed against said urging means, an electromagnet having its armature operatively connected with said latching means, said armature when energized holding the latching means in an operative position, means connecting the source of energy in circuit with said magnet and also in circuit with one of said pairs of conductors, a second electro-n1agnet, means operated by the second electro-magnet for cutting out the first electroanagnet from circuit with the source of energy, and means for connecting the second electro-magnet with the other pair of conductors.

2. In an automatic train stop system, the

and insulated from each other and from the ground, of a car traveling over the track, an air brake system on the car including a vent valve, a vent valve operating means including a rotatable element operatively connected to the vent valve, a spring urging the rotatable element in a direction to open the vent valve, a member mounted upon the rotatable element, a keeper with which said member is engageable against the action of said. spring, an electro-magnet, a latch operatively connected to the armature of said electro-magnet and engaging the said member, the movement of said armature when the electro-magnet is energized causing the release of said member from its engagement with the keeper, a source of energy mounted on the car and electrically connected in circuit with said electro-magnet and with one pair of said conductors, a second electromagnet connected in circuit with the other pair of conductors, and means actuated by the movement of the armature of the second electro-magnet upon the energizing thereof acting to prevent the passage of current to i the first-named electro-magnet to thereby deenergize it and cause the release of said rotatable element and the opening of the vent valve.

3. In an automatic train stop system, the combination with a track having two pairs of conductors extending alongside thereof and insulated from each other and the ground, of a car traveling on the track, an air brake system mounted on the car and including a vent valve, a casing mounted on the car, a rotatable element mounted within the casing operatively connected to the vent valve, a spring urging the rotation of said element in one direction, a keeper mounted on the casing, a member mounted upon the rotatable element and engageable with said keeper to hold the vent valve closed, an electro-magnet including an armature, a latch connected to the armature and adapted to be connected to said keeper engaging member to release it from the keeper upon the energizing of the magnet, a source of energy on the car electrically connected in circuit with said magnet and with one pair of said conductors, a second electromagnet normally electrically connected to the other pair of conductors and including an armature, means mounted on the armature for preventing the flow of current from the battery through the first-named electromagnet upon the energizing of the secondnamed electro-magnet, said means including a conducting member adapted to short circuit the first-named electro-magnet.

4. In an automatic train stop system, the combination with a track having two pairs of conductors extending alongside thereof and insulated from each other and the ground,of a cartraveling on the track, an air brake system mounted on the car and including a vent valve, a casing mounted on the car, a rotatable element mounted within .the' casing operatively connected to the vent valve, a spring urging the rotation of said element in one direction, a keeper mounted on the casing, a member mounted upon the rotatable element and engageable with said keeper to hold the vent valve closed, an electro-magnet including an armature, alatch connected to the armature and the other pair of conductors and including an armature, means mounted on the armature for preventing the flow of current from the battery through the first-named electromagnet upon the energizing of the secondnamed electro-magnet, said means including a conducting member adapted to short circuit the first named electromagnet, and means coacting with the rotatable member 7 short circuiting the second-named electromagnet upon a rotation of said member in a direction to open the valve.

5. In an automatic train stop system, the combination with a track, of a vehicle traveling thereon, an air brake system mounted on the vehicle and including a vent valve, means urging the vent valve to an open position, normally energized means for holding the vent valve in its closed position and normally connected in circuit with a source of energy, conductors extending parallel to the track, trolleys on the vehicle engaging said Conductors and disposed in circuit with said source of energy, and means disposed along the track acting to close a circuit through said conductors to thereby short circuit said vent valve holding means to thus release the holding means and permit the vent valve to be opened.

6. In an automatic train stop system, the combination with a track, of a vehicle traveling thereon, an air brake system on the vehicle including a vent valve, vent valve opening mechanism, normally energized means for holding the vent valve in its closed position'and normally connected in circuit with a source ofenergyon the vehicle, conductors extending parallel to the track, trolleys on the vehicle engaging said conductors and V disposed in circuit with said source of energy, electrically actuated means mounted on the vehicle normally de'einergized but When energized acting to short circuit said vent valve holding means,'c0nduct0rs extending parallel to the track, and trolleys engaged with said conductors and in circuit with said short circuiting means whereby when the circuit is closed through said last named conductors the short circuiting means will be energized to cause the short circuiting of the vent valve holding means to thereby release the vent valve.

7. In an automatic train stop system, the combination with a track, of two pairs of conductors extending along the track, the conductors of each pair being insulated from each other and from the conductors of the other pair, the conductors being divided into blocks, the conductors of one block being insulated from the conductors of the next adjacent block, of trains or vehicles traveling on the track, one of the vehicles of each train having thereon a source of electrical energy and having trolleys connected in circuit therewith and shiftable into engagement with one pair of said conductors, and an air brake system for each train including normally decnergized electrically actuated brake operating mechanism on each train, trolleys connecting said mechanism in circuit with the other pair of conductors and trolleys also mounted upon one of the vehicles of each train shiftable into and out of engagement with the pairs of conductors and when shifted into engagement with said pairs of conductors acting to complete a circuit across said conductors, said last-named trolleys being normally raised from and the first-named trolleys being normally in engagement with the conductors.

8. In an automatic train stop system, the combination with a track and two pairs of conductors extending along the track, the conductors of each pair being insulated from each other and from the conductors of the other pair, of vehicles traveling upon the track, each of said vehicles having means whereby electrical energy may be transmitted to one of said pairs of conductors, and electrical energy received from the other pair of conductors, both of said means being shiftable into or out of engagement with the conductors, an air brake mechanism mounted upon the vehicle and including a normally closed vent valve, electrically actuated means for opening said vent valve and operatively connected to the trolleys which are adapted to receive current from the conductors, and means carried upon the vehicle normally out of engagement with but shiftable into engagement with both of said pairs of conductors for closing a circuit between the conductors of each pair.

9. In an automatic train stop system, the combination with tracks intersecting each other and two pairs of conductors extending parallel to each track, the conductors of each pair on one track being connected to the like from the other pair of conductors, an air brake mechanisms on each vehicle including a vent valve and electrlcally actuated means on each vehicle for shifting the vent valve 10 to an open position, and connections Whereby power may be received from one of said pairs of conductors to actuate said vent valve operating mechanism.

In testimony whereof I hereuntoaffix my signature in the presence of tWo witnesses.

JERONIMO CANNON.

Vitnesses E. D. KELLnRrIALs P. Rf JARRATT.

Copies of this patent may be obtained for five cents each, by addressing the Commissioner of Patents,

\ Washington, I). G. 

